I add two washers to the governor. This adds some preload on the spring which retards the opening of the exhaust valves. This way i eliminate a small bog/hesitation in the powerband when using the bigger 38mm carburetor. Sidenote: instead of 2x 1,5mm washer you could also use just 1x3mm. NOT for ATAC engines !!! Just on HPP.

I add two washers to the governor. This adds some preload on the spring which retards the opening of the exhaust valves. This way i eliminate a small bog/hesitation in the powerband when using the bigger 38mm carburetor.

Here's a quick modification I made to the cheapo umbrella bracket from Ebay.

To make sure the flash was safe, I added a small blob of Araldite at the ends of the hotshoe plate. this would stop the flash sliding out of the bracket if the screw had not been tightened properly. To remove the flash from the bracket now requires the screw to be undone quite some way.

Hopefully this will reduce the chance of the flash falling out. Not that it's happened yet, but this seems a sensible precaution.

This photo was lit with the ring light on half power, while the bracket was standing on foam-core. I burnt out the slight shadow in CS2.

Play Piercing day!

This was interesting, I feel amazingly angry and disappointed with myself though as I only managed to handle 24 out of the 50 pins that were supposed to be in my back. Ah well at least I can say I have done it!!

Haha I love my piercer, Dan, He's brilliant. If you have time and you live in the UK, check these guys out, they really work hard and deserve more recognition.

www.ashford-custom-tattoo.co.uk

steamy ladies jessica and bailey in grabouw/elgin today

bailey is still a classic coal burner but jessica has been converted to oil burning

South African Class 19D 4-8-2

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South African Class 19D 4-8-2

Delivered1937–1953

First run1937

The South African Railways Class 19D 4-8-2 of 1937 was a steam locomotive.

Between 1937 and 1949, the South African Railways placed 235 Class 19D steam locomotives with a 4-8-2 Mountain type wheel arrangement in service. Between 1951 and 1955, 33 more were built for other operators like the Rhodesia and Angolan railways and the Nkana and Wankie mines, which makes the Class 19D the most numerous South African steam locomotive type ever built.[1][2][3][4]

Contents [hide]

* 1Manufacturers2Characteristics2.1Watson Standard boilers2.2Tenders3Service3.1South African Railways3.2Other operators3.2.1Benguela Railway3.2.2Rhodesia Railways3.2.3Nkana Mines3.2.4Wankie Colliery3.3Industrial4Red Devil predecessor5Works numbers and renumbering6Illustration7References8

External links

Manufacturers[edit]

The Class 19D 4-8-2 steam locomotive was the final development of the Class 19 family of locomotives. At the request of Colonel F.R. Collins, Chief Mechanical Engineer (CME) of the South African Railways (SAR) from 1922 to 1929, the original basic design of the Class 19 was done in the late 1920s by Test Engineer M.M. Loubser, who was himself later to serve as the CME from 1939 to 1949.[3][5][6]

W.A.J. Day

The final development of the Class was done in 1937 by W.A.J. Day, CME from 1936 to 1939. The Class 19D was a revised version of the Class 19C with piston valves and Walschaerts valve gear instead of rotary cam poppet valve gear.[2][3]

Between 1937 and 1955, 268 Class 19D locomotives were built in seven batches by six locomotive manufacturers in Czechoslovakia, Germany and the United Kingdom and delivered to the SAR and several other operators in Southern Africa.[2]

* The first forty were built in Germany in 1937, twenty with domeless boilers by Friedrich Krupp AG in Essen and numbered in the range from 2506 to 2525, and twenty by the Borsig Lokomotiv Werke in Hennigsdorf, Berlin and numbered in the range from 2526 to 2545.[2][7]

* In 1938, a further 95 locomotives were ordered, built by three manufacturers. Škoda Works in Czechoslovakia built fifteen numbered in the range from 2626 to 2640, Krupp built forty, this time with domed boilers and numbered in the range from 2641 to 2680, and Borsig built forty numbered in the range from 2681 to 2720.[2][7][8]

* Locomotive building was interrupted by the Second World War and post-war locomotive procurement saw European suppliers being replaced by British ones. In 1947, the first fifty post-war Class 19D locomotives were delivered by Robert Stephenson and Hawthorns (RSH) of Darlington, England and numbered in the range from 2721 to 2770. Of this order, engine no. 2734, RSH works no. 7247, was lost at sea off the east coast of England. Its replacement with RSH works number 7360 was paid for by insurance and it was given the number 2734 of the lost locomotive.[1]

* The final batch of fifty Class 19D locomotives for the SAR were delivered in 1949 by the North British Locomotive Company (NBL) of Glasgow, Scotland and numbered in the range from 3321 to 3370. These engines were delivered with Type MX Torpedo tenders.[9][10][11]

* In 1951, six were built by NBL for the Caminho de Ferro de Benguela (CFB) in Angola.[3][9]

* Between 1951 and 1953, Henschel and Son built 21 more for the Rhodesia Railways (RR) and the Nkana copper mine in Northern Rhodesia.[3][12]

* In 1955, four more were built by NBL for the Wankie coal mine in Southern Rhodesia.[3][9]

Characteristics[edit]

The Class 19D, nicknamed Dolly, was very similar to its predecessor Class 19C, but Day specified piston valves and Walschaerts valve gear instead of rotary cam poppet valve gear. The cylinders were redesigned with straighter steam ports while the valve gear itself was revamped with a longer steam lap and greater valve travel. In all other respects they were identical to the Class 19C. The last five locomotives of the first batch from Krupp, numbers 2521 to 2525, were fitted with exhaust steam injectors.[2][3][4]

The cylinders were of the combined type, being cast in two identical and interchangeable sections, each made up of one cylinder and half of the smokebox saddle. They were of cast iron and had liners fitted. The design of the steam passages provided for a large cross-sectional area for both live and exhaust steam.[2]

All coupled wheels were flanged. The axle boxes of the leading and trailing wheels were equipped with roller bearings while the solid bronze coupled wheel axle boxes were soft grease-lubricated. Soft grease lubrication was used throughout for the motion gear, except the piston rods, valve spindles and main crossheads which were oil-lubricated. Two four-feed sight lubricators, arranged in the cab, supplied oil to the steam chests and cylinders.[2]

Watson Standard boilers[edit]

The Class 19D was delivered with a Watson Standard no. 1A boiler, fitted with Ross Pop safety valves and set at 200 pounds per square inch (1,379 kilopascals) pressure. The regulator was of the multiple-valve type, with the valves arranged on the saturated steam side of the superheater header in accordance with SAR practice. The boiler was one of the range of standard type boilers which were designed by Day's predecessor as CME, A.G. Watson, as part of his standardisation policy. The locomotive was also equipped with a Watson cab with its distinctive inclined front.[1][2][4][10][11]

Despite the specifications, the first batch of Class 19D locomotives, built by Krupp and Borsig and delivered in 1937 and 1938, came in two variations. The Krupp-built locomotives were delivered with domeless boilers, while the Borsig-built locomotives conformed to the specifications with domed boilers.[1][2][4]

While the domeless boilers did not conform to the specified Watson Standard no. 1A boiler as far as the dome was concerned, they were accepted nevertheless, probably since all their other dimensions were identical to that of the Watson Standard boiler. It appears that Krupp had decided on their own accord that a dome was not necessary since there was no regulator in the dome, but merely a standpipe. Krupp substituted the dome with a manhole cover on which the two Pop safety valves were mounted, while the steam was collected through a battery of collecting pipes, situated high up in the boiler in a similar manner to that which was used in the Class 16E.[1][2]

All the subsequent Class 19D orders were delivered with domed Watson Standard no. 1A boilers with the usual standpipe steam collector high up in the dome, from where steam was led to the multi-valve regulator in the smokebox. Technically, whenever the loading gauge permitted the use of domes, their use was preferable to the domeless system which resulted in crowding multiple pipes into the boiler and other complications better left out of boilers. Operationally, according to drivers, there was no apparent difference in locomotive performance between the two boiler types.[1][2][13]

The Watson Standard boilers are interchangeable between locomotives. In the process of locomotives undergoing major overhauls, these twenty Krupp-built domeless boilers migrated between engines during subsequent years. As a result, locomotives from the other builders and even some Classes 19A and 19C locomotives eventually ended up with some of these domeless boilers.[4]

Tenders[edit]

As a result of having been built over such a long time span by so many different manufacturers, the six main groups of the Class 19D all had different all-up weights and axle loadings, as shown in the table and the specifications in the infobox. Over the eleven years during which the Class 19D was being produced for the SAR, some alterations occurred.[1][10][11]

* As built, the Class 19D was delivered with Type MT tenders with a 12 long tons (12.2 tonnes) coal and a 6,000 imperial gallons (27,300 litres) water capacity, even though the axle load of 16 long tons 11 hundredweight (16,820 kilograms) of these tenders exceeded the permissible limits on the branch lines for which the Class 19D was intended. Upon delivery, their new Type MT tenders were exchanged for the smaller modified Type MP1 tenders from some of the reboilered mainline locomotives. The Type MP1, many of which were later rebuilt to Type MR tenders, had a lighter axle load of 13 long tons 15 hundredweight (13,970 kilograms) and was therefore more suitable for branch line work. This policy was followed with all the Classes 19B, 19C and 19D, except the last batch of Class 19D for the SAR, numbers 3321 to 3370.[1][2]

* During 1944 Dr. M.M. Loubser, then CME, who had been involved with the design of the Class 19 family from the very beginning in the late 1920s, made further improvements to the Class 19D. All the post-war locomotives came equipped with vacuum brake systems in addition to the steam brakes. The two 21 inches (533 millimetres) vacuum cylinders were fitted under the running boards on either side at a point about midway between the leading and driving coupled wheels, while the vacuum chamber was arranged in line with the intermediate coupled wheels.[1][2]

Buckeye bogie

* The final batch from NBL, numbers 3321 to 3370, had Type MX tank wagon type tenders with cylindrical water tanks, similar in appearance to the American Vanderbilt type tenders. They were built to the design of Dr. M.M. Loubser, ran on three-axle Buckeye bogies and became commonly known as Torpedo tenders.[1][4]

Service[edit]

South African Railways[edit]

During the service life of the Class 19D, several tender exchanges occurred to best equip a locomotive for the region it was allocated to and the type of service it was to be employed in. In line service, type MX Torpedo tenders were usually preferred for their larger coal and water capacities. The result was that by the time the Class 19D was withdrawn from service in the late 1980s, many had exchanged their Type MP1 or Type MR tenders for Type MX Torpedo tenders and vice versa. Type MX Torpedo tenders also ended up attached to Class 19B and Class 19C locomotives.[1][14]

The Class 19D was the most numerous South African branch line locomotive and, at 235 built for the SAR, was only twenty less in number than the Class 15F mainline locomotive, the most numerous South African steam class. The Class 19D was very versatile and saw main- and branch line service all over South Africa with the exception of the Western Cape, where the Class 19C was used.[3]

Tasks varied from mainline local and international passenger trains on the section between Warrenton and Mafeking en route between South Africa and Northern Rhodesia via Bechuanaland and Southern Rhodesia, to secondary and branch line duties and in later years as shunting engines. On occasion, South African Class 19D locomotives worked through from Mafikeng in South Africa via Botswana all the way to Bulawayo in Zimbabwe. SAR Class 19D locomotives were also hired out for shunting work to the Rhodesia Railways for use at Beit Bridge and to Mozambique for use at Lourenco Marques.[3]

From c. 1972, the new Union Carriage & Wagon-built Blue Train was stabled at Pretoria. After Capital Park’s blue-liveried Class S2 no. 3793 was withdrawn along with the rest of its class in 1979-1980, the Pretoria station carriage-shunt duties were taken over by a blue-painted Class 19D no. 2749, the only member of the class to serve in a different SAR livery from the usual black. Apart from shunting work, the blue Dolly was often specially requested to work the Cullinan train during the Jacaranda season.[15]

The Class 19D served until right at the end of the South African steam era and were amongst the last steam locomotives to be replaced by electric and diesel-electric traction.[3]

Other operators[edit]

Other Southern African railways and some industries also purchased locomotives built to the Class 19D design. When these foreign versions are included, a total of 268 locomotives were built to the Class 19D design making them even more numerous than the Class 15F.[3]

Benguela Railway[edit]

Six were built for the Caminho de Ferro de Benguela (CFB or Benguela railway) in Angola by NBL in 1951, as their 11th Class and numbered in the range from 401 to 406.[9] These locomotives were wood- or coal-fired, depending on where they were operating, and had tenders with slatted frames installed on top of the bunker to increase their fuel capacity when wood was used. In August 1972, for example, numbers 401, 402 and 406 were based at Lobito and were observed to be coal-fired. At the same time, numbers 403 and 405 were observed at Luso and no. 404 at Nova Lisboa, all wood-fired.

Rhodesia Railways[edit]

Between 1951 and 1953, Henschel and Son built twenty for Rhodesia Railways, their 19th class, numbered in the range from 316 to 335. They had tenders similar to the SAR Torpedo type, but with plate frame bogies instead of cast frame Buckeye bogies.[3][12][16]

A single RR 19C class, no. 336, was built by Henschel in 1953 as a condensing locomotive. After a collision in 1956, it was rebuilt into a non-condensing 19th Class and re-entered service in 1958. The condensing tender was rebuilt to a Torpedo tender by mounting a tank and coal bunker, supplied locally in Bulawayo, on the frame.[16][17] This rebuilt tender is the one paired with no. 330 which is preserved in the Bulawayo Railway Museum.[18]

By June 1975, only three were left in service, all allocated to the Bulawayo shed, but with two out-stationed at Mafeking in South Africa.[19]

Nkana Mines[edit]

Two were built by Henschel for the Nkana copper mines in Northern Rhodesia in 1952, numbered 107 and 108.[17] In 1967, they were sold to a Rhodesian scrap merchant who, in turn, sold them to Rhodesia Railways where they were overhauled and placed back in service in 1968 as RR 19B Class no. 337 and 338.[12][16]

Wankie Colliery[edit]

In 1955 four more without superheating and numbered in the range from 1 to 4 were built to the design of the Class 19D by NBL for the Wankie Colliery in Southern Rhodesia.[16]

Industrial[edit]

As they were being retired, several Class 19D locomotives were sold into industrial service. By the late 1980s, some of them were already at work at Dunn's, Saiccor, Loraine Gold Mine and Bamangwato Concessions Ltd. (BCL) in Botswana, and more were to follow.[3]

As late as 2011, two Class 19Ds which had been used on the Vaal Reefs Gold Mine in the 1980s until they were retired and dumped at Jan Kempdorp where they stood unprotected for about twenty years, were bought by BCL Selebi-Phikwe. The locomotives, possibly numbers 2678 and 2689, were to be overhauled for use by the mine there, which was still operating ex-SAR Class 19D and ex-RR 19th class locomotives. By June 2012, the first of these two was put into service and it was expected that the second was to follow during the course of the year.[20][21]

Red Devil predecessor[edit]

As a trial run before SAR mechanical engineer David Wardale was granted permission to proceed to rebuild a Class 25NC 4-8-4 locomotive to the Class 26 Red Devil in 1979, he was allowed to carry out modifications to a Class 19D locomotive. The locomotive selected for the experiment was Krupp-built no. 2644, a particularly poor-steaming member of the Class at the time.[3]

No. 2644 at SANRASM's South Site, 3 February 2011, before being vandalised to the extent that it was scrapped in 2014

A gas producer combustion system (GPCS) and dual Lempor exhaust were installed, along with some other small improvements. The Lempor had a four-jet blastpipe with extended petticoats to provide truer ejector proportions. To accommodate the arrangement, the smokebox was extended by 300 millimetres (11.8 inches). Steam flow in the cylinders was improved by streamlining the edges of the piston valves which were each equipped with an additional valve ring to reduce leakage. The firebox was modified to the GPCS system wherein principal combustion is effected using secondary air introduced above the firebed through ducts in the firebox sides, while primary air was restricted through dampers and a redesigned grate.[3]

Firebox turbulence was created by steam jets and clinkering was inhibited by introducing exhaust steam under the grate. Sanding was improved and de-sanding jets were installed to clean the rails after the locomotive had passed.[3]

The modifications improved the locomotive's steaming rate and enabled it to achieve significantly higher power and significantly lower fuel consumption than other unmodified Class 19D locomotives, the coal savings and increased output being in the order of 20% to 25%. The success of this experiment convinced the SAR management at the time of the viability of the project which culminated in the Class 26 Red Devil.[3][4][22]

landing head idealian

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

The Vought F4U Corsair was an American fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–53).

Further operations with Soviet F4U involvement were the liberation of the Kuril Islands and of several ports along the eastern coast of Korea, eventually reaching Port-Artur (Lüshunkou) at the coast of the Yellow Sea. Roundabout 150 F4U-1A/Ds were operated by the Soviet Pacific Fleet's air arm, and after the end of hostilities almost all of the war-worn aircraft were scrapped.

General characteristics:

Crew: 1 pilot

Length: 33 ft 4 in (10.1 m)

Wingspan: 41 ft 0 in (12.5 m)

Height: 16 ft 1 in (4.90 m)

Wing area: 314 ft2 (29.17 m²)

Empty weight: 8,982 lb (4,073 kg)

Loaded weight: 11,432 lb (5,185 kg)

Powerplant:

1× Pratt & Whitney R-2800-8 radial engine, 2,000 hp (1,491 kW)

Performance:

Maximum speed: 417 mph (362 kn/671 km/h)

Range: 1,015 mi (882 nmi/1,633 km)

Service ceiling: 36,900 ft (11,247 m)

Rate of climb: 2,890 ft/min (15.2 m/s)

Armament:

6× 0.50 in (12.7 mm) M2 Browning machine guns with 400 RPG

Up to 2,000 lb (910 kg) of external ordnance, incl. unguided missiles and bombs of up to 1,000 lb (454 kg) caliber;

The kit and its assembly:

This whif is actually a tribute build. It's based upon a profile drawing, posted in 2010 by Czech fellow modeler Wenzel a.k.a. PantherG at whatifmodelers.com. I found the idea of a Lend-Lease Corsair charming, esp. the overpainted markings on a standard USN scheme.

I kept the concept in the back of my mind, and the "Soviet Group Build" at whatifmodelers.com in early 2017 was a good motivation to finally turn the idea into hardware.

The kit is Academy's F4U-1D, IMHO a pretty good rendition of the early Corsair, even though with some fishy details like the exhausts. Anyway, the kit was mostly built OOB with just some minor modifications. The only true whiffy addition are the RS-82 missiles and their respective launch rails, resin aftermarket parts from AML Models, and the modified bomb on the ventral hardpoint which is to look more Soviet.

Painting and markings:

Nothing fancy, intentionally, and basically close to the inspiring profile. The Corsair was painted in standard USN colors of Dark Sea Blue ANA 607, Intermediate Blue ANA 608 and Insignia White ANA 601 (= FS 35042, 35164 and 37875). I used Modelmaster 1718, Humbrol 144 and 147, respectively, the latter being a very light grey (FS 36495), leaving room for post-shading with pure white. The places, where formerly USN markings had been, were painted with typical Russian tones: Green (Humbrol 114) on the upper surfaces and flanks, and Blue under the wings (Humbrol 115).

The model was thoroughly weathered, including some panels in slightly different tones, and received a black ink wash, dry-brushed panel post-shading and some aluminum stains on the leading edges and around the cockpit for simulated chipped paint.

The Soviet markings were puzzled together from the spares box and several aftermarket sheets, including big Red Stars from a P-47D in Soviet service and several Lend Lease P-40Ns, including a specimen operated by the Northern Fleet which donated the nice anchor symbol and the patriotic mural.

After a final dry brushing treatment with shades of grey, some oil stains (with Tamiya’s Smoke) and grinded graphite around the exhausts, machine guns and the wing undersides around the RS-82 launch rails, the kit was sealed with matt acrylic varnish.

A simple whif, but the USN Corsair with Red Stars looks interesting and strangely plausible when you take other Allied aircraft under the Lend Lease program into account – a decent initial entry for the group build. The overpainted former US markings do not stand out as much as I expected, but this just adds to the subtle overall impression, IMHO.

With greetings to Wenzel and his creative input – some good ideas just take time to enter the hardware stage! :D

Salted Fish, Cheung Chau, Hong Kong

by Leica M7, Canon 50mm F/0.95 (M Modification)

My website link

www.eyescoffee.com/diary/diary0282.php

My website with more details about collecting camera :

www.eyescoffee.com/collectcamera/index.php

AK-47 with grip and laser sight along with thermal scope and mussel flash plus metal slash aluminum parts instead of wood.

part way done hot water heater access

better view of the hot water heater

landing head idealian

Lynx flir Upgrade

/ Flir Upgrade

/ Photo by KAI (2006)

한국항공우주산업

picture of the 2 trailers- just installed the add-a-room onto the tent trailer - more room than the jayco qwest 8u we had

Based on the amazing Micro-Model designed by master builder Mariann Asanuma for Brickjournal

Ignoring the elegant lines of Mariann's model, I made a few tweaks to the design, extending the roof and adding a chimney. I also gave a bigger hat to the snowman, 'cause I'm a rebel like that.

modification of #9566 Samurai X.

adaptation to LEGO official Ninjago minifigures.

just moved the tent trailer from garage to its new parking spot, truck camper sold a couple days ago, i will miss it

I modified my Camper van to seat two in the front, sleep up to three, and have a stove.

Snazzy new ThirtyFiveFifteen pressed on my back pack.

different view of the add a room , took about 30 minutes by my self puttering away at putting it up , a lot less if i had help

picture of the jayco fleet , 2009 28bhs and 2010 jayco jay series 1007 tent trailer

The complete collection of this months mods. From left to right = PPS41, SVT 40, FG42, DP28, Panzerfaust, MP40 w/ stock, Panzerschrek

Credits to Wolf3D for the idea - FG42

Credits to RoA for the idea to use a flag as a blast shield for the Panzerschreck

Just so nobody else gets confused

No BAPs were harmed in the making of these mods!

Based on the amazing Micro-Model designed by master builder Mariann Asanuma for Brickjournal

Ignoring the elegant lines of Mariann's model, I made a few tweaks to the design, extending the roof and adding a chimney. I also gave a bigger hat to the snowman, 'cause I'm a rebel like that.

Oh, and I changed the door to red-and-green and used a 1x1 red plate to create a wee little doorknob.

Modification du contraste et capture d'écran de la photo...

www.flickr.com/photos/186165403@N05/53578802574/in/dateta...

→ Mont Blanc = 176 km

only for you!

Some older AI images modified with new Photoshop beta. Borders were expanded and then auto filled by Photoshop. A whole new world.

8mm Orange LEDs behind the tubes. And alu (curled) knobs instead of cheap plastic.

picture after i made a perminant access to the hot water heater bypass valves

Cranium, male

In the upper jaw, horizon¬tally filed furrows on the

upper frontal part of the teeth crowns show that deliberate dental modifications were made

Grave find, Skolgården, Resmo, Öland, Sweden. SHM 24033

new toyota avanza 2009 modificatioa, you can find about modern car modification in autofeat.com

I add two washers to the governor. This adds some preload on the spring which retards the opening of the exhaust valves. This way i eliminate a small bog/hesitation in the powerband when using the bigger 38mm carburetor.

From silver and vinyl to satin black and leather.

access panel to hot water heater-saves having to unscrew the plywood anytime i want access to the hot water heater bypass valves

History of the Vienna Hofburg

First residence

(further informations you can get by clicking on the link at the end of page!)

With the elevation of Austria to Archduchy in 1156 Vienna became city of residence. From the residence of the Babenberg which was located on the present site "Am Hof", unfortunately there are no more remains left. After the extinction of the Babenberg, King Ottokar II Přemysl of Bohemia (1230-1278) took over by marriage the rule in Vienna and began in 1275 with the construction of a castle within the city walls of Vienna. This castle was equipped with four towers around a rectangular court that is known today as the Schweizerhof (Swiss court). In the fight for the German crown Ottokar was defeated at the Battle of Dürnkrut (Lower Austria) by Rudolf I of Habsburg (1218-1291) and killed during the retreat.

As the old residence of the Babenberg burnt about 1276, Rudolf probably in 1296 moved to the former castle of Ottokar 1279. The descendants of Rudolf extended the castle only slightly: chapel (documentary mention in 1296), St. Augustine's Church (consecrated in 1349), reconstruction of the chapel (1423-1426) . Due to the division of the lands of the Habsburgs, Vienna lost its importance and it also lacked the financial resources to expand the castle.

Imperial residence

Under Frederick III. (1415-1493) acquired the Habsburgs the imperial title and Vienna became an imperial residence. But Friedrich and his successors used the Vienna Residence rarely and so it happened that the imperial residence temporarily orphaned. Only under Ferdinand I (1503-1564) Vienna again became the capital of the Archduchy. Under Ferdinand began a large construction: the three wings of the existing Swiss court were expanded and increased. The defensive wall in the northwest was as fourth wing with the Swiss Gate (built in 1552 probably by Pietro Ferrabosco ) rebuilt. In the southwest was a tract for Ferdinand's children (the so-called "children Stöckl (Kinderstöckl)") added. The newly constituted authorities Exchequer and Chancery were domiciled in adjacent buildings at Castle Square. There were also an art chamber in the castle, a hospital, a passage from the castle to St. Augustine's Church and a new ballroom.

First major extensions of the residence

In the area of the ​​"desolate church" built Ferdinand from 1559 a solitary residence for his son. However, the construction was delayed, and Maximilian II (1527-1576) moved after his father's death in 1564 in the old castle. He had his residence for his Spanish horses in a Hofstallgebäude (Court stables building - Stallburg) converted and from 1565 increased.

Ferdinand I decided to divide his lands to his three sons, which led to a reduction of Vienna as a residence. Moreover, resided Maximilian II, who was awarded apart from Austria above and below the Enns also Bohemia and Hungary, readily in Prague and moved also the residence there. In 1575 he decided to build a new building opposite the Swiss court for the royal household of his eldest son, Rudolf II (1552-1612). The 1577 in the style of the late Renaissance completed and in 1610 expanded building, which was significantly fitted with a turret with "welscher hood" and an astronomical clock, but was inhabited by the governor of the Emperor (Archduke Ernst of Austria). However, the name "Amalienborg Castle" comes from Amalie of Brunswick-Wolfenbüttel (wife of Joseph I) that in 1711 there established her widow's home.

In the late 16th and early 17th Century only a few extensions were carried out: extension of a separate tract in the northeast of the castle for the treasure and art chamber (1583-1585) as well as setting up of a dance hall in the area of ​​today's Redoutensäle (1629-1631).

Under Leopold I the dance hall war rebuilt of Ludovico Burnacini 1659/1660 into a at that time modern theater ("Comedy House"). 1666 Leopold I had in the area of ​​today's castle garden a new opera house with three tiers and a capacity of 5,000 persons built.

In the 1660-ies was under Leopold I (1640-1705) between the Amalienbourg and the Schweizerhof, the so-called Leopoldine Wing (Leopoldinischer Trakt), according to the plans of architect Filiberto Lucchese an elongated Flügelbau (wing building) built. Since, however, the tract shortly after the completion burned down, it has been newly built and increased by Giovanni Pietro Tencala. Due to its architectur, this tract connects yet more to the late Renaissance. The connection with the Amalienborg Castle followed then under Leopold's son, Joseph I (1678-1711).

After completion of the Leopoldine Wing the in the southeast of the castle located Riding School was restored, the south tower of the old castle razed, the old sacristy of the castle chapel replaced by an extension. Under Charles VI. (1685-1740) the gatehouse between the Castle Yard and carbon market (Kohlmarkt) by Johann Lucas von Hildebrandt was transformed into a monumental triumphal portal as a representative signum of the imperial power. However, this construction does not exist anymore, it had to give way to the Michael tract.

Baroque redesign of the Hofburg

In the early 18th Century began an intense construction activity. The Emperor commissioned Johann Bernhard Fischer von Erlach with the construction of new stables outside the city walls as well as a new court library.

After the death of Johann Bernhard Fischer von Erlach whose son Joseph Emanuel Fischer von Erlach took over the supervision of the stables and the Imperial Library. 1725 the palatial front of the stables was completed. Since yet during the construction period has been noted that the stables were too smal dimensioned, the other wings were not realized anymore. The with frescoes by Daniel Gran and emperor statues of Paul Strudel equipped Court Library was completed in 1737.

Opposite of the Leopoldine Wing was supposed to be built a new Reich Chancellery. 1723 Johann Lucas von Hildebrandt was commissioned with the design. 1726, however, the Reich Chancellery was withdrawn the supervision and is was transferred to the Chancery and thus to Joseph Emanuel Fischer von Erlach, who also designed the adjacent court chamber and the front to St. Michael's Church. 1728 were finished the court chamber and the facade of the two buildings. By Joseph Emanuel Fischer von Erlach was also planned the Michaelertrakt, the connection between the Winter Riding School and Reichskanzleitrakt (Imperial Chancellery Tract). However, since the old Burgtheater building was in the way, this was half done for a period of 150 years and was only completed in 1889-1893 by Ferdinand Kirschner.

Under Maria Theresa (1717-1780) was the at St. Michael's Square located and only as remnants existing Ballhaus (ballhouse) adapted as a court theater. Beside the Kaiser hospital therefore a new ballhouse was built, which was name giving for the Ballhausplatz. Subsequently, there were over and over again modifications and adaptations: reconstruction of the comedy hall according to the plans of Jean Nicolas Jadot into two ballrooms, the small Redoutensaal and the large Redoutensaal (ball room) (1744-1748). The transformation of the two halls (since 1760), repair of the Court Library and since 1769 the design of the Josefsplatz followed under Joseph Nicolas of Pacassi. These buildings were completed by the successor of Pacassi Franz Anton Hillebrandt. As an extension building for the Royal Library was built in the southeast the Augustinian tract.

Other structural measures under Maria Theresa: establishment of the court pharmacy into the Stallburg, relocation of the in the Stallburg accommodated art collection to the Upper Belvedere, demolition of the remaining two towers of the old castle, the construction of two stairways (the ambassadors (Botschafterstiege) and the Säulenstiege (pillar stairway).

Extensions in the 19th Century and early 20th century

Francis II (1768-1835) gave Albert Duke of Saxe-Teschen and his wife Marie Christine (daughter of Maria Theresa), the Palais Tarouca south of the Augustinian monastery. From 1800 this was remodeled by Louis Montoyer and by a wing building expanded to the today's Albertina.

1804 proclaimed Francis II the hereditary Empire of Austria and was thus as Francis I the first Austrian emperor. With the by Napoleon Bonaparte provoked abdication of the emperor in 1806 ended the Holy Roman Empire of the German Nation.

1809 part of the old bastions by the castle was blown up as a consequence of the war with Napoleon and afterwards razed. Towards to the today's ring road then new outworks were layed out (the so-called Hornwerkskurtine and the Escarpen). In the early 20's of the 19th Century were created three gardens: the private Imperial Castle Garden with two by Louis von Remy planned steel/glass-constructed greenhouses, Heroes Square with boulevards and the People garden with the Theseus Temple (Pietro Nobile). At the same time arised also the new, by Luigi Cagnola in 1821 begun and 1824 by Pietro Nobile completed outer castle gate.

1846 was built a monumental memorial to Francis I in the Interior Castle Square. In the turmoil of the 1848 Revolution the Stallburg was stormed and at the outer castle square as well as the castle gate fiercely fought. In the process burned the roof of the court library. The political consequences of the revolution were the abdication of Emperor Ferdinand I (1793-1875), the dismissal of the dreaded Chancellor Clemens Lothar Prince Metternich and the coronation of Ferdinand's nephew Franz Joseph.

In the first years of the reign of Emperor Franz Joseph I (1830-1916) were converted the court stables by Leopold Mayer and expanded. As part of the expansion of the city, the city walls were razed and it emerged in place of the fort complex space for a magnificent boulevard, the Ringstrasse (Ring road). 1862, was born the idea of ​​an Imperial Forum of architect Ludwig Förster. On the surface between the Hofburg and the Imperial Stables should arise Court Museums (Art and Natural History Museum).

At the outer Castle Square (today's Heldenplatz) were in the 60-ies of the 19th Century the by Anton Dominik Fernkorn created equestrian statues of Archduke Charles (defeated Napoleon at the Battle of Aspern-Essling) and Prince Eugene of Savoy (victor over the Turks in several battles) set.

After an unsuccessful architectural competition on the design of the Heroes square area in 1869 Gottfried Semper could be won. This led to the involuntary and not frictionless collaboration with Carl Freiherr von Hasenauer. Planned was a two-wing building over the ring road away with the two flanking twin museums (Art and Natural History Museum) and the old stables as a conclusion. 1871 was started with the Erdaushebungen (soil excavations) for the museums. 1889, the Natural History Museum was opened,1891 the Museum of Fine Arts (Kunsthistorisches Museum).

On a watercolor from 1873 by Rudolf Ritter von Alt (1812 - 1905), an overall view of the Imperial Forum is shown

1888 the Old Court Theatre at St. Michael's Square was demolished as the new KK Court Theatre (today's Burgtheater) by Gottfried Semper and Carl Freiherr von Hasenauer built, was finished. The since150 years existing construction site at St. Michael's Square could be completed. The roundel got a dome, the concave curved Michaelertrakt was finalized by Ferdinand Kirschner. The once by Lorenzo Mattielli created cycle of statues on the facade of the Reich Chancellery was continued with four other "deeds of Hercules" sidewards of the drive-through arches. 1893, the Hofburg had finally its last magnificent decorative facade .

1901, the old greenhouses were demolished and replaced by an orangery with Art Nouveau elements according to plans of Friedrich Ohmann (finalization in 1910). In 1907, the Corps de Logis, which forms a closure of the new castle, completed. Since Emperor Franz Joseph I in the budding 20th Century no longer was interested in lengthy construction projects and the Crown Prince Franz Ferdinand of Austria-Este (1863-1914) spoke out against the establishment of a throne hall building, but spoke for the construction of a smaller ballroom tract, the implementation of the second wing was dropped. After the assassination of Franz Ferdinand of Austria-Este in Sarajevo, the First World War broke out. Franz Joseph I died in 1916. A great-nephew of Franz Joseph I, Charles I (1887-1922) succeeded to the throne, however, that he only occupied two years. The end of the First World War also meant the end of the Austro-Hungarian monarchy. On 11th November 1918 the First Republic was proclaimed. As Karl in fact renounced of the businesses of government, but not the throne, he had to go into exile with his family.

The Imperial Palace in the 20th century

The interior design of the ballroom tract and the New Castle were continued despite the end of the monarchy to 1926. By the end of the monarchy, many of the buildings lost their purpose. Further on used or operated was the Riding School. The stables were used from 1921 as the Wiener Messe (Fair) exhibition grounds ("Messe palace"). In 1928, the Corps de Logis, the Museum of Ethnology, by then part of the Natural History Museum, opened. 1935 came the weapons collection (court, hunting and armour chamber) of the Kunsthistorisches Museum in the New Castle.

1933/1934 the outer castle gate by Rudolf Wondracek was transformed into a hero monument to the victims of the First World War. 1935 emerged left and right of the castle gate pylon portals with eagle sculptures of Wilhelm Frass. In March 1938, the Heroes' Square and the balcony of the Neue Burg gained notoriety after Adolf Hitler announced to the cheering crowd at the Heldenplatz the annexation of Austria to the German Reich. The Nazis were planning a redesign of the Heroes' Square to a paved parade and ceremony space. The plans were not realized since 1943 a fire pond at Heldenplatz was dredged and the place was later used for agriculture. In the Trade Fair Palace were held during the period of the Nazism propaganda events.

During the war, the Imperial Palace (Stallburg, St. Augustine's Church, Albertina, the head office of the Federal President, the current building of the Federal Chancellery) was severely damaged by bomb hits: The first President of the Second Republic, Dr. Karl Renner, moved in 1946 the Office of the President to the Leopoldine Wing (in the former living quarters of Maria Theresa and Joseph II).

During the time of occupation the seat of the Inter-Allied Commission was housed in the Neue Burg.

1946 again were held first events in the Exhibition Palace and have been set up two large exhibition halls in the main courtyard of the fair palace. In the course of the reconstruction the damages of war were eliminated and the Imperial Palace repaired, the castle stable were built again. In 1958 in the ballroom wing was set up the convention center, 1962-1966 the modern Library of the Austrian National Library housed in the Neue Burg.

For the first time appeared in 1989 the concept of a "Museum Quarter". The Museum district should include contemporary art and culture. The oversized design of Laurids and Manfred Ortner but was redimensioned several times after the resistance of a citizens' initiative. The implementation followed a decade later.

1992 the two Redoutensäle completely burned out. Yet shortly after the fire was began with the reconstruction. The roof was extended and the small ball room could be restored. The big ball room, however, was renovated and designed with paintings by Josef Mikl. In 1997 the two halls were reopened.

From 1997-2002 the Museum Quarter (including Kunsthalle Wien, Leopold Collection) was rebuilt and the old building fabric renovated.

1999 was began with the renovation of the Albertina. The for a study building, two exhibition halls and an underground storage enlarged museum was reopened in 2003. The Albertina ramp was built with an oversized shed roof by Hans Hollein.

In 2006, in the area of the boiler house yard were created additional rooms for the convention center.

(Source: Trenkler, Thomas: "The Vienna Hofburg", Vienna 2004)

www.burghauptmannschaft.at/php/detail.php?artnr=7103&...

"The Stravinsky Fountain was part of a sculptural program, launched by the City of Paris in 1978, to build seven contemporary fountains with sculpture in different squares of the city. This project also included new fountains at the Hotel de Ville and within the gardens of the Palais Royal. They were to be the first public fountains built in Paris since the fountains of the Palais de Chaillot were built for the Paris Exposition of 1937. It was also a major project by the City of Paris to redevelop the area around the old city markets, Les Halles, which had been torn down in 1971, and to re-animate the area with pedestrian streets, squares, and works of art.

In October, 1981, the mayor of Paris, Jacques Chirac, announced that a new fountain would be built near the Centre Pompidou, and announced that Jean Tinguely and Niki de Saint Phalle had been selected to design the fountain. "Such a work must necessarily have modern lines, marrying with those of the Centre Pompidou", Chirac said, and he noted the success of a fountain that Tinguely had recently installed. The City of Paris paid two million French francs for the project, which was matched by two million francs from Jack Lang, the Minister of Culture. The financial agreement was formally signed on December 15, 1982, allowing the project to go ahead. Other contributions came from private sponsors: the Société Lyonnaise des eaux (500,000 francs), the Fondation Scaler (150,000 francs), and the Swiss government.

One sensitive artistic issue had to be resolved: the commission had originally been given to Jean Tinguely alone, and therefore the work would have been entirely composed of his black-painted mechanical sculptures. But in May 1982, he asked that brightly-colored works by Niki de Saint Phalle (who was also Tinguely's wife) be included. This caused concerns at the Sous-Direction du Patromoine culturel of the Bureau of Monuments of Paris, which had originally commissioned the sculpture; they feared that the brightly-colored works of Niki de Saint Phalle would visually overwhelm the dark-colored works of Tinguely. Officials of the Ministry of Culture and Sous-Direction du Patrimoine persuaded Tinguely to reduce the number of works by Niki de Saint Phalle to four or five, and both the Ministry of Culture and City of Paris then agreed that it would be a joint project by Tinguely and Saint Phalle.[4]

A few technical issues also needed to be resolved. Tingueley did not want the water to be chemically treated, and preferred that moss be allowed to grow. Tinguely also wanted to use very-low-power electric motors for the fountains, to avoid any danger of electrocuting people wading in the fountains. The sculptures were not attached to the bottom of the basin, but simply placed there.

The finished fountain was dedicated on March 16, 1983, by Mayor Chirac, Minister of Culture Jack Lang, and Madame Pompidou, the widow of President Georges Pompidou. During the ceremony, Chirac and Lang, who were political enemies, avoided looking or speaking to each other.

Under French law and practice, the French state has the legal obligation to maintain fountains, but artists and their descendants have the moral right to control their work. In 1985, Niki de Saint Phalle asked for modifications to be made to one part of the sculpture, Rossignol, to make it more harmonious with other parts of the work. Five years later, she asked that one sculpture, Sirène, be replaced by another earlier work by her, called Nana, seated in a bathing suit. Because of the cost, the substitution was never made." [from Wikipedia]

facelifting

2005/2013

Square Setup:

- 18x10.5" et22 FL-5 wheels

- 20 mm spacers all around

- 18/35/275 Pilot Super Sports Tires

- MCS 2 Way Dampers

- Hyperco Springs

- Ground Control Sway Bars & Camber Plates.

- Camber -3.3* front and -2.7* rear

Modifications:

- Full MKAH Motorsports interior (Door panels, floor pans, dead pedal, AC vent delete, center console panel, glove box delete)

- Sparco EVO 2’s with schroth 6 point harnesses

- Full Roll Cage by Late Apex Fabrication

- MKAH Motorsports hood vents, race splitter, side skirts, and diffuser

- Brooks Motorsport Pro Wing

- Big Duck Club Overfenders

- Built Engine

- Sunbelt stage 2 cams

- AA race headers with custom exhaust

Check out www.mkahmotorsports.com

Quick customizing for the Cobi Jeep to look a tad more Lego friendly.

Finished modification, complete with dodgy-looking red button!

I actually spent a good bit of time trying to get a combination of washers that looked good on the chrome plate

Matchbox Series No4 Dodge K Series Stake Bed Truck Restoration. 1966 to 1968 - 1-75 Series. This is the second Stake bed I am restoring. I bought it years ago at a swap meet. The body is stripped and ready for paint. The Citristrip does a great job and washes off. This is a good body to restore. The stripped version sits next to the last one I restored to original.

access panel all done

ED4 (Electric train Demikhovskiy 4-th modification) is a series of Russian DC electric trainsets, developed in Russia after USSR breakage (before it all design and production were run on the RVR in Soviet Latvia) and built since 1996 to 2016 yy. In production they replaced trainsets of the ED2T project that still had many import electric components. For 1997-2016 yy were produced 500 trainsets that are currently in service on Russian Railways and in many former USSR states.